APPENDIX H - City of Rialto · Noise & Vibration Study Valley and Spruce Project City of Rialto...

APPENDIX H

Noise & Vibration Study

Noise & Vibration Study

Valley and Spruce Project

City of Rialto

Prepared for:

Kimley Horn

3890 11th Street, Suite 215

Riverside, CA 92501

Prepared by:

43517 Ridge Park Drive, Suite 200

Temecula, CA 92590

(951) 506-0055

December 2017

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Valley and Spruce Project- December 2017 i

Table of Contents

1.0 INTRODUCTION ........................................................................................ 1 1.1 Project Location and Site Description .......................................................... 1

1.2 Project Description ....................................................................................... 1 1.3 Fundamentals of Sound ................................................................................ 4 1.4 Effects of Noise on People ........................................................................... 6 1.5 Noise Attenuation ......................................................................................... 7 1.6 Fundamentals of Vibration ........................................................................... 7

2.0 REGULATORY FRAMEWORK ................................................................ 9 2.1 Federal Regulations and Standards .............................................................. 9 2.2 State Regulations and Standards ................................................................ 10 2.3 Local Regulations and Standards ............................................................... 13

3.0 THRESHOLDS OF SIGNIFICANCE ....................................................... 16

4.0 EXISTING NOISE MEASUREMENTS ................................................... 17 4.1 Measurement Procedure and Criteria ......................................................... 17

4.2 Noise Measurement Locations ................................................................... 17 5.0 ANALYSIS METHODS AND PROCEDURES ....................................... 21

5.1 Construction ............................................................................................... 21 5.1.1 Noise Analysis Methods ..............................................................................21 5.1.2 Vibration Analysis Methods ........................................................................21

5.2 Operational Noise & Vibration Analysis ................................................... 21 5.2.1 Operational Traffic Noise Analysis Methods ..............................................21

5.2.2 Operational Traffic Vibration Analysis .......................................................22 5.2.4 Stationary Noise Analysis Method ..............................................................23

6.0 Off-Site Transportation Noise Impacts ...................................................... 24

7.0 Stationary-Related Noise Impacts .............................................................. 26

7.1 Project Only Stationary Source Noise Impacts .......................................... 26 8.0 On-Site Noise Analysis ............................................................................... 28 9.0 Operational Vibration Analysis .................................................................. 29

10.0 Short-Term Construction Noise & Vibration Impacts ................................ 31 10.1 Noise Sensitive Uses and Construction Noise Standards ........................... 31 10.2 Construction Noise Levels and Impacts ...................................................... 31

10.3 Mitigation Measures .................................................................................... 32 10.4 Construction Vibration Impacts .................................................................. 33

11.0 REFERENCES ........................................................................................... 35

Appendix A Field Data Forms ................................................................................. 36

Appendix B TNM Model Runs ................................................................................ 37

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Valley and Spruce Project- December 2017 ii

List of Figures

Figure 1. Regional Map of Project Location .................................................................... 1 Figure 2. Project Vicinity Map Location ............................................................................ 2 Figure 3. Site Plan Map Location ....................................................................................... 3 Figure 4. Short and Long Term Measurement Locations ................................................. 20

Figure 5. Maximum Truck Traffic Vibration Levels vs. Distance ................................... 30

List of Tables

Table 1-1. Typical A-Weighted Noise Levels ................................................................... 5

Table 2-1. Construction Vibration Damage Criteria........................................................... 9

Table 2-2. Groundborne Vibration Impact Criteria for General Assessment ................... 10

Table 2-3. California Community Noise Exposure (Ldn or CNEL) ................................ 11

Table 2-4. Caltrans Vibration Damage Potential Threshold Criteria ............................... 12

Table 2-5. Caltrans Vibration Annoyance Potential Criteria ............................................ 13

Table 2-6. FTA Construction Vibration Annoyance Potential Criteria ............................ 13

Table 4-1. Existing (Ambient) Short-Term Noise Level Measurements1,3 ...................... 18

Table 4-2. Existing (Ambient) Long-Term (24-hour) Noise Level Measurements1 ........ 19

Table 6-1. Traffic Noise Levels – 2019 Project Contributions ......................................... 25

Table 10-1. Construction Equipment Noise Levels .......................................................... 32

Table 10-2. Construction Equipment Vibration Levels .................................................... 34

Valley and Spruce Project- December 2017 1

1.0 INTRODUCTION

This noise study describes the proposed project, provides information regarding noise

fundamentals, describes the local noise guidelines, characterizes the existing noise

environment, provides the study methods and procedures for performing the traffic noise

analysis and evaluates off-site traffic noise impacts, presents stationary-related noise impacts

from loading and unloading activities and construction noise impacts near sensitive

residential communities. The recommended noise mitigation measures included in this study

have been designed to reduce the exterior noise levels for the off-site sensitive residential

areas. This study has been prepared to satisfy the City of Rialto noise standards.

1.1 Project Location and Site Description The site is 16.9 acres located in the City of Rialto within the Gateway Specific Plan, which is

generally bounded by Valley Boulevard Avenue to the north, Interstate 10 to the south, Spruce

Avenue to the west and Cactus Avenue to the east. The Gateway Specific Plan area covers 366

acres, with 13 separate Sub-Areas, and is approved for a variety of land uses, including

industrial, commercial, retail, and office uses.

The Valley and Cactus Warehouse project is located within Sub-Area 2 of the Gateway Specific

Plan. The land use designation is Industrial. The proposed warehouse is a permitted use

within this land use category.

Figure 1 depicts the project area in a regional context, while Figure 2 presents the proposed

project site. The site is accessed via W Valley Blvd and S Cactus Avenue or Spruce Avenue.

This area is within the South Coast Air Basin. Figure 3 provides the proposed site plan of the

proposed warehouse.

1.2 Project Description

The project will involve the construction of a 404,837-square-foot warehouse. As shown on the

site plan, the project will provide 226 parking stalls for passenger cars, 70 parking stalls for

trailers, and 49 dock doors. Vehicular access provisions for the project site would consist of

four full-movement driveways, two on Spruce Avenue and two on Cactus Avenue. The south

driveways on both Spruce Avenue and Cactus Avenue would be for trucks and the north

driveways on Spruce Avenue and Cactus Avenue would be for passenger vehicles. All project

driveways would be unsignalized.

The proposed opening year for the project is Year 2019. The project will be developed in a

single project phase. The project site borders the County of San Bernardino and is located

approximately 1-mile from the City of Colton.

Tenant(s) of the industrial/warehouse/distribution facility has not been identified, so the

precise nature of the facility operation cannot be determined at this time. Any future occupant

would be required to adhere to the requirements of the pertinent City regulations.


Figure 1. Regional Map of Project Location

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Figure 2. Project Vicinity Map Location

Project Site

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Figure 3. Site Plan Map Location

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1.3 Fundamentals of Sound Sound is mechanical energy transmitted by pressure waves in a compressible medium such

as air. Noise is generally defined as unwanted or excessive sound, which can vary in intensity

by over one million times within the range of human hearing; therefore, a logarithmic scale,

known as the decibel scale (dB), is used to quantify sound intensity. Community noise varies

continuously over a period of time with respect to the contributing sound sources of the

community noise environment. Community noise is primarily the product of many distant

noise sources, which constitute a relatively stable background noise exposure, with the

individual contributors unidentifiable. As such, background noise level changes throughout

a typical day, corresponding with the addition and subtraction of distant noise sources such

as traffic, and single-event noise sources (e.g., aircraft flyovers, motor vehicles, sirens), which

are readily identifiable to the individual.

Because the noise environment is continually changing, average noise over a period of time is

generally used to describe the community noise environment, which requires the

measurement of noise over a period of time to accurately characterize a community noise

environment. This time-varying characteristic of environmental noise is described using

various noise descriptors, which are defined below:

Leq: The Leq, or equivalent sound level, is used to describe noise over a specified period of

time in terms of a single numerical value; the Leq of a time-varying signal and that of

a steady signal are the same if they deliver the same acoustic energy over a given time.

The Leq may also be referred to as the average sound level.

Lmax: The maximum, instantaneous noise level experienced during a given period of time.

Lmin: The minimum, instantaneous noise level experienced during a given period of time.

Lx: The noise level exceeded a percentage of a specified time period. The “x” represents

the percentage of time a noise level is exceeded. For instance, L50 and L90 represents

the noise levels that are exceeded 50 percent and 90 percent of the time, respectively.

Ldn: Also, termed the day-night average noise level (DNL), the Ldn is the average A-

weighted noise level during a 24-hour day, obtained after an addition of 10 dBA to

measured noise levels between the hours of 10:00 pm to 7:00 am to account nighttime

noise sensitivity.

CNEL: CNEL, or Community Noise Equivalent Level, is the average A-weighted noise level

during a 24-hour day that is obtained after an addition of 5-dBA to measured noise

levels between the hours of 7:00 pm to 10:00 pm and after an addition of 10 dBA to

noise levels between the hours of 10:00 pm to 7:00 am to account for noise sensitivity

in the evening and nighttime, respectively.

In addition, sound is characterized by both its amplitude and frequency (or pitch). The human

ear does not hear all frequencies equally. In particular, the ear deemphasizes low and very

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high frequencies. To approximate the sensitivity of human hearing, the A-weighted decibel

scale (dBA) is used. On this scale, the human range of hearing extends from approximately 3-

dBA to around 140 dBA. Table 1-1 includes examples of A-weighted noise levels from

common indoor and outdoor activities.

Table 1-1. Typical A-Weighted Noise Levels

Common Outdoor Noise Noise Level

(dBA)

Common Indoor Noise

— 110 — Rock band (noise to some, music to others)

Jet fly-over at 1000 feet

— 100 —

Gas lawn mower at 3 feet

— 90 —

Diesel truck at 50 feet at 50 mph Food blender at 3 feet

— 80 — Garbage disposal at 3 feet

Noisy urban area, daytime

Gas lawn mower, 100 feet — 70 — Vacuum cleaner at 10 feet

Commercial area Normal speech at 3 feet

Heavy traffic at 300 feet — 60 —

Large business office

Quiet urban daytime — 50 — Dishwasher in neighboring room

Quiet urban nighttime — 40 — Theater, large conference room (background)

Quiet suburban nighttime

— 30 — Library

Quiet rural nighttime Bedroom at night

— 20 —

Broadcast/recording studio

— 10 —

Lowest threshold of human hearing — 0 — Lowest threshold of human hearing

SOURCE: Caltrans 1998.

Using the decibel scale, sound levels from two or more sources cannot be directly added

together to determine the overall sound level. Rather, the combination of two sounds at the

same level yields an increase of 3 dBA. The smallest recognizable change in sound levels is

approximately 1 dBA. A 3-dBA increase is generally considered perceptible, whereas a 5-dBA

increase is readily perceptible. A 10-dBA increase is judged by most people as an approximate

doubling of the sound loudness.

Two of the primary factors that reduce levels of environmental sounds are increasing the

distance between the sound source to the receiver and having intervening obstacles such as

walls, buildings, or terrain features between the sound source and the receiver. Factors that

act to increase the loudness of environmental sounds include moving the sound source closer

to the receiver, sound enhancements caused by reflections, and focusing caused by various

meteorological conditions.

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1.4 Effects of Noise on People Noise is generally loud, unpleasant, unexpected, or undesired sound that is typically

associated with human activity that is a nuisance or disruptive. The effects of noise on people

can be placed into four general categories:

• Subjective effects (e.g., dissatisfaction, annoyance)

• Interference effects (e.g., communication, sleep, and learning interference)

• Physiological effects (e.g., startle response)

• Physical effects (e.g., hearing loss)

Although exposure to high noise levels has been demonstrated to cause physical and

physiological effects, the principal human responses to typical environmental noise exposure

are related to subjective effects and interference with activities. Interference effects refer to

interruption of daily activities and include interference with human communication activities,

such as normal conversations, watching television, telephone conversations, and interference

with sleep. Sleep interference effects can include both awakening and arousal to a lesser state

of sleep. With regard to the subjective effects, the responses of individuals to similar noise

events are diverse and are influenced by many factors, including the type of noise, the

perceived importance of the noise, the appropriateness of the noise to the setting, the duration

of the noise, the time of day and the type of activity during which the noise occurs, and

individual noise sensitivity.

Overall, a wide variation of tolerance to noise exists, based on an individual’s past experiences

with noise. Thus, an important way of predicting a human reaction to a new noise

environment is the way it compares to the existing environment to which one has adapted

(i.e., comparison to the ambient noise environment). In general, the more a new noise level

exceeds the previously existing ambient noise level, the less acceptable the new noise level

will be judged by those hearing it. With regard to increases in A-weighted noise level, the

following relationships generally occur:

• Except in carefully controlled laboratory experiments, a change of 1 dBA cannot be

perceived.

• Outside of the laboratory, a 3 dBA change in noise levels is considered to be a barely

perceivable difference.

• A change in noise levels of 5 dBA is considered to be a readily perceivable difference.

• A change in noise levels of 10 dBA is subjectively heard as doubling of the perceived

loudness.

These relationships occur in part because of the logarithmic nature of sound and the decibel

system. The human ear perceives sound in a non-linear fashion, hence the decibel scale was

developed. Because the decibel scale is based on logarithms, two noise sources do not combine

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in a simple additive fashion, but rather logarithmically. For example, if two identical noise

sources produce noise levels of 50 dBA, the combined sound level would be 53 dBA, not 100

dBA.

1.5 Noise Attenuation Stationary point sources of noise, including stationary mobile sources such as idling vehicles,

attenuate (lessen) at a rate between 6 dBA for hard sites and 7.5 dBA for soft sites for each

doubling of distance from the reference measurement. Hard sites are those with a reflective

surface between the source and the receiver, such as asphalt or concrete surfaces or smooth

bodies of water. No excess ground attenuation is assumed for hard sites and the changes in

noise levels with distance (drop-off rate) is simply the geometric spreading of the noise from

the source. Soft sites have an absorptive ground surface such as soft dirt, grass, or scattered

bushes and trees. In addition to geometric spreading, an excess ground attenuation value of

1.5 dBA (per doubling distance) is normally assumed for soft sites. Line sources (such as traffic

noise from vehicles) attenuate at a rate between 3-dBA for hard sites and 4.5 dBA for soft sites

for each doubling of distance from the reference measurement (Caltrans 2013).

Physical barriers between the noise source and the receiving property are also effective in

reducing noise levels. Effective noise barriers can lower noise levels by 10 to 15dBA, which

would substantially cut the loudness of traffic noise. A noise barrier is more effective when

it’s placed closest to the noise source or receiver depending upon site geometry. However,

there are limitation on the effectiveness a noise barrier. Noise barriers must block the line of

site between the receiving property and the noise source. When this occurs a noise barrier can

achieve a 5 dBA noise level reduction. This may require the noise barrier to be sufficiently long

and high enough to block the view of a road to reduce traffic noise.

1.6 Fundamentals of Vibration Vibration is energy transmitted in waves through the ground or man-made structures. These

energy waves generally dissipate with distance from the vibration source. Common sources

of groundborne vibration are trains, buses on rough roads, and construction activities such as

blasting, pile-driving, and operation of heavy earth-moving equipment. As described in the

Federal Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment (FTA

2006), ground-borne vibration can be a serious concern for nearby neighbors of a transit

system route or maintenance facility, causing buildings to shake and rumbling sounds to be

heard.

There are several different methods that are used to quantify vibration. The peak particle

velocity (PPV) is defined as the maximum instantaneous peak of the vibration signal. The PPV

is most frequently used to describe vibration impacts to buildings. The root mean square

(RMS) amplitude is most frequently used to describe the effect of vibration on the human

body. The RMS amplitude is defined as the average of the squared amplitude of the signal.

Decibel notation (VdB) is commonly used to measure RMS. The relationship of PPV to RMS

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velocity is expressed in terms of the “crest factor,” defined as the ratio of the PPV amplitude

to the RMS amplitude. Peak particle velocity is typically a factor of 1.7 to 6 times greater than

RMS vibration velocity (FTA 2006). The decibel notation acts to compress the range of

numbers required to describe vibration. Typically, ground-borne vibration generated by man-

made activities attenuates rapidly with distance from the source of the vibration. Sensitive

receptors for vibration include structures (especially older masonry structures), people

(especially residents, the elderly, and sick), and vibration sensitive equipment.

The effects of ground-borne vibration include movement of the building floors, rattling of

windows, shaking of items on shelves or hanging on walls, and rumbling sounds. In extreme

cases, the vibration can cause damage to buildings. Building damage is not a factor for most

projects, with the occasional exception of blasting and pile-driving during construction.

Annoyance from vibration often occurs when the vibration levels exceed the threshold of

perception by only a small margin. A vibration level that causes annoyance will be well below

the damage threshold for normal buildings. The FTA measure of the threshold of architectural

damage for conventional sensitive structures is 0.2 in/sec PPV (FTA 2006).

In residential areas, the background vibration velocity level is usually around 50 VdB

(approximately 0.0013 in/sec PPV). This level is well below the vibration velocity level

threshold of perception for humans, which is approximately 65 VdB. A vibration velocity level

of 75 VdB is considered to be the approximate dividing line between barely perceptible and

distinctly perceptible levels for many people (FTA 2006).

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2.0 REGULATORY FRAMEWORK

The governing regulatory framework in the City of Rialto includes federal, state, and local

agencies that enforce noise and vibration standards.

2.1 Federal Regulations and Standards There are no federal noise standards that directly regulate environmental noise related to the

construction or operation of the proposed project. With regard to noise exposure and workers,

the Office of Safety and Health Administration (OSHA) regulations safeguard the hearing of

workers exposed to occupational noise. Federal regulations also establish noise limits for

medium and heavy trucks (more than 4.5 tons, gross vehicle weight rating) under 40 Code of

Federal Regulations (CFR), Part 205, Subpart B. The federal truck pass-by noise standard is 80

dB at 15 meters from the vehicle pathway centerline. These controls are implemented through

regulatory controls on truck manufacturers.

Federal Transit Authority Vibration Standards

The FTA has adopted vibration standards that are used to evaluate potential building damage

impacts related to construction activities. The vibration damage criteria adopted by the FTA

are shown in Table 2-1.

Table 2-1. Construction Vibration Damage Criteria

Building Category PPV (in/sec)

I. Reinforced-concrete, steel or timber (no plaster) 0.5

II. Engineered concrete and masonry (no plaster) 0.3

III. Non-engineered timber and masonry buildings 0.2

IV. Buildings extremely susceptible to vibration

damage

0.12

SOURCE: FTA, 2006.

The FTA has also adopted the following standards for groundborne vibration impacts related

to human annoyance: Vibration Category 1 – High Sensitivity, Vibration Category 2 –

Residential, and Vibration Category 3 – Institutional. The FTA defines Category 1 as buildings

where vibration would interfere with operations, such as vibration-sensitive research and

manufacturing facilities, hospitals with vibration-sensitive equipment, and research

operations. Category 2 refers to all residential land uses and any buildings where people sleep,

such as hotels and hospitals. Category 3 refers to institutional land uses such as schools,

churches, other institutions, and quiet offices that do not have vibration-sensitive equipment,

but still have the potential for activity interference. The vibration thresholds associated with

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human annoyance for these three land-use categories are shown in Table 2-2. No thresholds

have been adopted or recommended for commercial and office uses.

Table 2-2. Groundborne Vibration Impact Criteria for General Assessment

Land Use Category Frequent

Events a

Occasional Events b

Infrequent Events c

Category 1: Buildings where vibration

would interfere with interior operations.

65 VdBd 65 VdBd 65 VdBd

Category 2: Residences and buildings where

people normally sleep.

72 VdB 75 VdB 80 VdB

Category 3: Institutional land uses with

primarily daytime use.

75 VdB 78 VdB 83 VdB

a Frequent Events” is defined as more than 70 vibration events of the same source per day.

b Occasional Events” is defined as between 30 and 70 vibration events of the same source per day.

c Infrequent Events” is defined as fewer than 30 vibration events of the same kind per day.

d This criterion is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes.

SOURCE: FTA, 2006

2.2 State Regulations and Standards Noise Standards

The California Department of Health Services has established guidelines for land use and

noise exposure compatibility that are listed in Table 2-3. In addition, the California

Government Code (Section 65302(g)) requires a noise element to be included in general plans,

and requires that the noise element: (1) identify and appraise noise problems in the

community; (2) recognize Office of Noise Control guidelines; and (3) analyze and quantify

current and projected noise levels.

In addition, state noise regulations include requirements for the construction of new

residential structures that are intended to limit the extent of noise transmitted into habitable

spaces. These requirements are collectively known as the California Noise Insulation

Standards and are found in California Code of Regulations, Title 24 (known as the Building

Standards Administrative Code), Part 2 (known as the California Building Code), Appendix

Chapters 12 and 12A. For limiting noise transmitted between adjacent dwelling units, the

noise insulation standards specify the extent to which walls, doors, and floor ceiling

assemblies must block or absorb sound. For limiting noise from exterior sources, the noise

insulation standards set forth an interior standard of DNL 45 dBA in any habitable room and,

where such units are proposed in areas subject to noise levels greater than DNL 60 dBA require

an acoustical analysis demonstrating how dwelling units have been designed to meet this

interior standard. If the interior noise level depends upon windows being closed, the design

for the structure must also specify a ventilation or air conditioning system to provide a

habitable interior environment.

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Table 2-3. California Community Noise Exposure (Ldn or CNEL)

Land Use Normally

Acceptablea

Conditionally

Acceptableb

Normally

Unacceptablec

Clearly

Unacceptabled

Single-family, Duplex, Mobile

Homes

50 - 60 55 – 70 70 - 75 above 75

Multi-Family Homes 50 - 65 60 – 70 70 - 75 above 75

Schools, Libraries, Churches,

Hospitals, Nursing Homes

50 - 70 60 – 70 70 - 80 above 80

Transient Lodging – Motels,

Hotels

50 - 65 60 – 70 70 - 80 above 75

Auditoriums, Concert Halls,

Amphitheaters

--- 50 – 70 --- above 70

Sports Arena,

Outdoor Spectator Sports

--- 50 – 75 --- above 75

Playgrounds, Neighborhood Parks 50 - 70 --- 67 - 75 above 75

Golf Courses, Riding Stables,

Water Recreation, Cemeteries

50 - 75 --- 70 - 80 above 80

Office Buildings, Business and

Professional Commercial

50 - 70 67 – 77 above 75 ---

Industrial, Manufacturing,

Utilities, Agriculture

50 - 75 70 – 80 above 75 ---

a Normally Acceptable: Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal

conventional construction without any special noise insulation requirements.

b Conditionally Acceptable: New construction or development should be undertaken only after a detailed analysis of the noise reduction

requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows

and fresh air supply systems or air conditioning will normally suffice.

c Normally Unacceptable: New construction or development should generally be discouraged. If new construction or development does

proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design.

d Clearly Unacceptable: New construction or development should generally not be undertaken.

SOURCE: FTA, 2006.

The state has also established the California Noise Insulation Standards (Title 24, California

Code of Regulations) that provide an interior standard of 45 dB Ldn/CNEL for any habitable

room. In addition, it requires an acoustical analysis demonstrating how dwelling units have

been designed to meet this interior standard where such units are proposed in areas subject to

noise levels greater than 60 dB Ldn/CNEL. Title 24 standards are typically enforced by local

jurisdictions through the building permit application process.

Additionally, the state has noise limits for vehicles licensed to operate on public roads. For

heavy trucks, the state pass-by standard is consistent with the federal limit of 80 dB. The state

pass-by standard for light trucks and passenger cars (less than 4.5 tons, gross vehicle rating)

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is also 80 dBA at 15 meters from the centerline. These standards are implemented through

controls on vehicle manufacturers and by legal sanction of vehicle operators by state and local

law enforcement officials.

Vibration Standards

There are no state vibration standards applicable to the proposed project. In addition, the

California Department of Transportation’s (Caltrans) Transportation and Construction Vibration

Guidance Manual (2013), does not provide official Caltrans standards for vibration. However,

this manual provides guidelines that can be used as screening tools for assessing the potential

for adverse vibration effects related to structural damage and human perception. The manual

is meant to provide guidance related to vibration issues associated with the construction,

operation, and maintenance of Caltrans projects. The vibration criteria established by Caltrans

for assessing structural damage and human perception are shown in Tables 2-4 and 2-5,

respectively.

Table 2-4. Caltrans Vibration Damage Potential Threshold Criteria

Structure and Condition Maximum PPV (in/sec)

Infrequent Sources Continuous /

Frequent

Intermittent Sources

Extremely fragile historic

buildings, ruins, ancient

monuments

0.12 0.08

Fragile buildings 0.2 0.1

Historic and some old buildings 0.5 0.25

Older residential structures 0.5 0.3

New residential structures 1.0 0.5

Modern industrial/commercial

buildings

2.0 0.5

Source: Caltrans, 2006.

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Table 2-5. Caltrans Vibration Annoyance Potential Criteria



Frequent


Barely perceptible 0.035 0.019

Distinctly perceptible 0.24 0.08

Strongly perceptible 0.9 0.10

Severe 2.0 0.4-0.6


Table 2-6. FTA Construction Vibration Annoyance Potential Criteria



Frequent


Barely perceptible 0.035 0.019

Distinctly perceptible 0.24 0.08

Strongly perceptible 0.9 0.10

Severe 2.0 0.4-0.6


2.3 Local Regulations and Standards City of Rialto General Plan Noise Element

The noise standards identified in the City of Rialto General Plan Noise Element (2010) serve

as guidelines to evaluate the acceptability of the transportation noise level impacts. These

standards are used to assess the long-term traffic noise impacts on land uses. According to the

City’s Land Use Compatibility for Community Noise Exposure, noise-sensitive land uses such

as residences and schools are normally acceptable with exterior noise levels below 60 dBA

CNEL and conditionally acceptable with noise levels below 70 dBA CNEL. Industrial,

Manufacturing, Utilities, and Agriculture land uses are normally acceptable with exterior

noise levels below 75 dBA CNEL and conditionally acceptable with exterior noise levels below

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80 dBA CNEL. Based on these guidelines, an exterior noise level of 65 dBA CNEL is generally

considered the maximum exterior noise level for noise-sensitive receptors.

City of Rialto Code of Ordinances

9.50.060 Exemptions

The following activities and noise sources shall be exempt from the provisions of this

chapter (9.50):

(O) Sounds generated in commercial and industrial zones that are necessary and

incidental to the uses permitted therein.

9.50.070 Disturbances from Construction Activity

The City of Rialto has set exterior noise limits to control noise impacts associated with the

construction of the proposed project. According to Section 9.50.070, Disturbances from

Construction Activity, the appropriate construction hours are as follows:

October 1st through April 30th:

• Monday through Friday: 7:00 a.m. to 5:30 p.m.

• Saturday: 8:00 a.m. to 5:00 p.m.

• Sundays and State Holidays: No permissible hours

May 1st through September 30th:

• Monday through Friday: 6:00 a.m. to 7:00 p.m.

• Saturday: 8:00 a.m. to 5:00 p.m.

• Sundays and State Holidays: No permissible hours

The hours above shall apply to all persons that are engaged in any work of construction,

erection, alternation, repair, addition, movement, demolition, or improvement to any building

or structure.

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Section 83.01.090 the County of San Bernardino’s General Plan

(a) Vibration standard. No ground vibration shall be allowed that can be felt without

the aid of instruments at or beyond the lot line, nor shall any vibration be allowed

which produces a particle velocity greater than or equal to two-tenths (0.2) inches

per second measured at or beyond the lot line.

(b) Vibration measurement. Vibration velocity shall be measured with a seismograph

or other instrument capable of measuring and recording displacement and

frequency, particle velocity, or acceleration. Readings shall be made at points of

maximum vibration along any lot line next to a parcel within a residential,

commercial and industrial land use-zoning district.

(c) Exempt vibrations. The following sources of vibration shall be exempt from the

regulations of this Section.

(1) Motor vehicles not under the control of the subject use.

(2) Temporary construction, maintenance, repair, or demolition activities between

7:00 AM and 7:00 PM, except Sundays and Federal holidays.

Community Noise Assessment Criteria

In community noise assessment, changes in noise levels greater than 3 dBA are often identified

as “barely perceptible” while changes of 5 dBA are “ready perceptible”. In the range of 1 dBA

to 3 dBA, people who are very sensitive to noise may perceive a slight change in noise level.

In laboratory testing situations, humans are able to detect noise level changes of slightly less

than 1 dBA. However, in a community situation the noise exposure is extended over a long

time period, and changes in noise levels occur over years rather than the immediate

comparison made in a laboratory situation. Therefore, the level at which changes in

community noise levels become discernible is likely to be some value greater than 1 dBA, and

3 dBA appears to be appropriate for most people. For purposes of this study, noise impacts

are considered significant if the project increases noise levels by 3 dBA, or if the predicted

exterior noise levels exceed the City of Rialto Noise Element criteria.

Off-Site Impact Criteria

Off-site transportation related noise impacts associated with the development of the project

were evaluated. Noise level increases and impacts attributable to development of the

proposed project are estimated by comparing the “with project” traffic volume to the “without

project” traffic volume. For purposes of this study, roadway noise impacts would be

considered significant if the project increases noise levels for a noise sensitive land use by 3

dBA and if: (1) the existing noise levels already exceed the 65 dBA CNEL residential standard,

or (2) the project increase noise levels from below the 65 dBA CNEL standard to above 65 dBA

CNEL.

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3.0 THRESHOLDS OF SIGNIFICANCE

Appendix G of the California Environmental Quality Act (CEQA) Guidelines states that a

project could have a significant adverse effect related to noise if any of the following would

occur:

• Exposure of persons to, or generation of, noise levels in excess of standards established

in the local general plan or noise ordinance, or applicable standards of other agencies;

• Exposure of persons to, or generation of, excessive ground-borne vibration or ground-

borne noise levels;

• A substantial permanent increase in ambient noise levels in the project vicinity above

levels existing without the project;

• A substantial temporary or periodic increase in ambient noise levels in the project

vicinity above levels existing without the project;

• For a project located within an airport land use plan or, where such a plan has not been

adopted, within two miles of a public airport or public use airport, would the project

expose people residing or working in the project area to excessive noise levels; or

• For a project within the vicinity of a private airstrip, would the project expose people

residing or working in the project area to excessive noise levels.

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4.0 EXISTING NOISE MEASUREMENTS

The existing noise environment was characterized by collecting field noise measurements at

sensitive residential properties within the project area. One (1) long-term 24-hour

measurements and three (3) short-term measurements were taken at locations. The noise

measurements were performed on September 19 and September 20, 2017. Appendix A

includes the field monitoring forms and Figure 4 shows the monitoring locations.

4.1 Measurement Procedure and Criteria Short-term and long term noise measurements were taken using a LxT Type 1 precision sound

level meter. All noise meters were programmed in “fast” mode to record noise levels in “A”

weighted form. The sound level meters and microphone were mounted on a tripod, five feet

above the ground and equipped with a windscreen during all measurements. The LxT sound

level meter was calibrated before the monitoring using a CAL200 calibrator. All noise level

measurement equipment meets American National Standards Institute (ANSI) specifications

for sound level meters (S1.4-1983 identified in Chapter 19.68.020.AA).

4.2 Noise Measurement Locations The project site contains mostly vacant land with an existing business on site. Noise

monitoring locations were selected based on residential properties in close proximity to the

proposed project site. Noise measurement locations 1 through 3 were monitored for a period

of 20 minutes. Site 1 is located near 1609 S Spruce Avenue, north of the proposed project site.

Site 2 is located at 10057 Claremont Avenue, northwest of the proposed project site. Site 3 is

located across the street from the Joe Baca Middle School east of the proposed project site.

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Table 4-1. Existing (Ambient) Short-Term Noise Level Measurements1,3

Noise Monitoring

Location ID2,3

Description Time of Measurement3

Primary Noise Source Noise Levels

(Leq dBA)

Noise Levels

(Leq CNEL)

1 1609 S Spruce Avenue 10:46 Traffic 54.2 63.3

2 10057 Claremont Avenue 11:10 Traffic 57.3 60.3

3 Across from Joe Baca Middle School 11:42 Traffic 67.7 60.3

1 Noise measurement taken on September 19th, 2017

2 See Figure 4 for the location of the monitoring sites, and Appendix A for Field Monitoring Forms.

3 Taken with LxT Type 1 noise meter

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Table 4-2. Existing (Ambient) Long-Term (24-hour) Noise Level Measurements1

Noise Monitoring

Location ID2,3

Description

Hourly Noise Levels (1hr-Leq) 24-hour

Noise Levels

(CNEL) Daytime

Minimum

Daytime

Maximum

Nighttime

Minimum

Nighttime

Maximum

A Vacant lot North of Project Site on Cactus Avenue

58.9 66.2 50.6 63.8 64

1 Noise measurement taken on September 19th& 20th 2017

2 See Figure4 for the location of the monitoring sites, and Appendix A for Field Monitoring Forms.

3 Taken with LxT Type 1 noise meter

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Figure 4. Short and Long Term Measurement Locations

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5.0 ANALYSIS METHODS AND PROCEDURES

The following section outlines the analysis methods utilized to predict future noise and

vibration levels from the construction and operation of the proposed project.

5.1 Construction

5.1.1 Noise Analysis Methods The assessment of the construction noise impacts must be relatively general at this phase of

the project because many of the decisions affecting noise will be at the discretion of the

contractor. However, an assessment based on the type of equipment expected to be used by

the contractor can provide a reasonable estimate of potential noise impacts and the need for

noise mitigation. A worst-case construction noise scenario was developed to estimate the

loudest activities that would be occurring at the project site. Pile driving and blasting activities

are not anticipated, therefore the loudest construction activities are centered around

movement of heavy construction equipment during excavation, grading operations and the

erection of buildings. Noise levels were estimated based on a worst-case scenario which

assumed all pieces of equipment would be operating simultaneously during each construction

phase. The calculated noise level was then compared to the respective local noise regulation

to determine if construction would cause a short-term noise impact at nearby residential land

uses and schools. Construction of the proposed project is expected to occur over a two (2) year

period. Receiver distance to the construction activity along with the construction equipment

operating at maximum load will have the greatest influence on construction noise levels

experienced at residential land and schools uses.

5.1.2 Vibration Analysis Methods Groundborne vibration levels resulting from construction activities within the project area

were estimated using the data published by the FTA in its Transit Noise and Vibration Impact

Assessment Manual (FTA, 2006). Potential vibration levels resulting from construction

activities of the proposed project are identified at the nearest off-site sensitive receptor location

and compared to the FTA damage criteria as shown previously in Table 2-4.

5.2 Operational Noise & Vibration Analysis

5.2.1 Operational Traffic Noise Analysis Methods The project roadway noise impacts from vehicular traffic were predicted using the FHWA-

TNM 2.5 Model. The FHWA TNM 2.5 Model arrives at a predicted noise level through a series

of adjustments to the Reference Energy Mean Emission Level (REMEL). Adjustments are then

made to account for: the roadway classification (e.g. collector, secondary, major or arterial),

the roadway active width (i.e., the distance between the center of the outermost travel lanes

on each side of the roadway), traffic volumes on nearby roadways, the travel speed, the

percentages of automobiles, medium trucks, and heavy trucks, and the site conditions (“hard”

or “soft” relates to the adsorption of the ground, pavement, or landscaping).

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5.2.2 Operational Traffic Vibration Analysis As a conservative measure, vibration vs. distance curve obtained from the Caltrans

Transportation and Construction Vibration Guidance Manual will be used to represent worst-

case vibration levels from truck traffic at the nearest receiver locations along Cactus Avenue.

These vibration levels will be compared to the Caltrans and FTA vibration annoyance criteria

as shown previously in Tables 2-6 and 2-7 for Continuous Sources. These criteria will be

utilized to evaluate the level of significance associated with vibration effects from continuous

truck traffic.

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5.2.4 Stationary Noise Analysis Method

Stationary noise sources associated with operation of the Project would include, but not be limited to,

idling trucks, delivery truck activities, parking, forklifts with backup alarms, as well as loading and

unloading of dry goods. The greatest loading dock-related noise levels would be related to truck

access and back-up alarms. Trucks accessing the Project Site would be a combination of heavy- and

medium-duty trucks with noise levels ranging from 71 to 79 dBA Leq at 50 feet (Caltrans Technical

Noise Supplement, October 1998). Back-up safety alarms would generate a single event noise level of

approximately 79 dBA Leq at 50 feet (per regulations set by OSHA). This reference noise level and the

ambient noise levels will be used to predict the project noise levels from the proposed project utilizing

noise propagation formulas. Noise from typical parking lot activities such as people conversing, doors

slamming or vehicles idling generate noise levels of approximately 60 dBA to 70 dBA Lmax at 50 feet.

Noise levels from these activities will be evaluated at the nearest residential or school property line.

Further, heating ventilation and air conditioning (HVAC) units, and blower fans for mechanical

ventilation and on-site amenities are also considered stationary sources as part of the project. At the

time of preparation of this analysis, details pertaining to mechanical ventilation systems are not

available; therefore, a reference noise level for typical rooftop mechanical ventilation systems will be

used. Noise levels from typical rooftop mechanical ventilation equipment are anticipated to range up

to approximately 60 dBA Leq at a distance of 25 feet. This reference noise level and the ambient noise

levels will be used to predict the project noise levels from the proposed project utilizing noise

propagation formulas to assess noise impacts at the nearest residential or school property.

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6.0 Off-Site Transportation Noise Impacts

Audible increases in noise levels generally refer to a change of 3 dBA or more, as this level has been

found to be barely perceptible to the human ear in outdoor environments. In general, a doubling of

sound sources with equal strength is required to result in a 3-dBA increase in noise level. A change of

5 dBA is considered to be the minimum change considered readily perceptible to the human ear in

outdoor environments.

To assess the off-site noise level impacts associated with the development of the proposed Valley and

Cactus Avenue Warehouse Project, noise levels were developed for the following traffic scenarios:

Existing: This scenario refers to the current noise conditions, without construction of the proposed

project

Year (2019 With/Without Project): This scenario refers to the background noise conditions at future

year 2019 with and without the proposed project. This corresponds to the completion of the project’s

buildout.

The nearest sensitive land uses are that can potentially be affected by project-related traffic are the

residential areas and the Ruth Grimes Elementary School located on directly north of the project site

near W Pomona and S. Cactus Avenue, the residential areas near Claremont and Portola Avenue and

the Joe Baca Middle School. As shown in Table 6-1, the development of proposed project will increase

off-site noise levels by less than 3.0 dBA, which is considered “barely perceptible and is therefore,

“insignificant” in terms of community noise impacts. The proposed project’s contributions to off-site

roadway noise increases will not cause any significant impacts to any existing or future sensitives

noise receptors.

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Table 6-1. Traffic Noise Levels – 2019 Project Contributions

Receiver Location

Existing 2019 No Project

2019 With Project

Change in Noise Levels

Impact

1 61.5 61.6 62.1 0.5 No

2 59.5 59.6 60.2 0.6 No

3 59.9 60.1 60.6 0.5 No

4 61.8 62 62.5 0.5 No

5 58 58.1 58.5 0.4 No

6 50.9 51 51.4 0.4 No

7 52.1 52.2 52.6 0.4 No

8 56.9 57.1 57.2 0.1 No

9 57.3 57.5 57.6 0.1 No

10 61.3 61.5 61.6 0.1 No

11 58.3 58.5 58.6 0.1 No

I-1 (Elementary

School)

57 57.2 57.6 0.4 No

I-2 (Middle School) 57.5 57.7 58 0.3 No

According to the City of Rialto Valley and Cactus Avenue Traffic Impact Analysis by Kimley Horn 2017.

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7.0 Stationary-Related Noise Impacts

The primary sources of stationary noise are associated with truck loading, operations with forklifts

and truck movements. Per Noise Ordinance, Section 9.50.060, sounds generated in commercial and

industrial zones that are necessary and incidental to the uses permitted there in are exempt from

Controlled Hours of Operation.

7.1 Project Only Stationary Source Noise Impacts

Parking Areas

Typical parking lot activities such as people conversing, doors slamming or vehicles idling generate

noise levels of approximately 60 dBA to 70 dBA Lmax at 50 feet. The closest noise-sensitive land use to

the proposed parking areas would be the Joe Baca Middle School, which is 150 feet from the eastern

property boundary of the project site. At this distance, maximum noise levels from parking lot

activities could range up to approximately 52 dBA Lmax at the school property boundary. The Ruth

Grimes Elementary School is located 350 feet from the northern property boundary of the project site.

At this distance, maximum noise levels from parking lot activities could range up to approximately

44 dBA Lmax at the school property boundaries respectively.

These activities would be expected to occur sporadically throughout the day, as visitors and staff

arrive and leave the parking lot areas. Such activities spread out over the project site parking areas

would not result in an increase above existing ambient noise levels as measured at any off-site

sensitive land use. Therefore, project-related parking lot activities would not result in exposure of

persons to noise levels in excess of existing noise levels.

HVAC & Ventilation Systems

At the time of preparation of this analysis, details pertaining to mechanical ventilation systems were

not available; therefore, a reference noise level for typical rooftop mechanical ventilation systems was

used. Noise levels from typical rooftop mechanical ventilation equipment are anticipated to range up

to approximately 60 dBA Leq at a distance of 25 feet. The closest sensitive receptor is the Joe Baca

Middle School located to the northeast of the project site, approximately 150 feet from the nearest

location where rooftop ventilation equipment would be placed. At this distance, noise generated by

the rooftop mechanical ventilation equipment would attenuate to 44 dBA Leq. The distance from the

Ruth Grimes Elementary School to the rooftop ventilation equipment is 350 feet. At this distance, the

noise generated by the rooftop mechanical ventilation equipment would attenuate to 37 dBA Leq.

Thus, noise levels from rooftop mechanical equipment operation would be well below the City’s noise

performance standard of 65 dBA Leq for any receiving noise sensitive residential land uses.

Loading Dock & Delivery Operations

As stated previously, stationary noise sources associated with operation of the Project would include,

but not be limited to, idling trucks, delivery truck activities, parking, forklifts with backup alarms, as

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well as loading and unloading of dry goods. The greatest loading dock-related noise levels would be

related to truck access and back-up alarms. The associated reference noise level that would represent

loading dock and delivery operations is 79 dBA Leq at 50 feet. The loading docks are located closest

to the I-10 freeway and are shielded by the warehouse building. The distance to the loading docks

from the Joe Baca school property boundary is 700 feet and from the Ruth Grimes elementary school

property boundary is 850 feet.

At these distances, the maximum noise levels from loading/unloading activities could range up to

approximately 56 and 54 dBA Leq respectively. Therefore, when averaged over an hour or a 24-hour

period, these operational noise levels would not exceed the City’s noise performance standard of 65

dBA Leq as measured at the nearby receiving noise sensitive land uses in the project vicinity.

Table 7-1 provides a summary of all operational noise levels. All levels are below the City’s noise

performance standard.

Table 7-1 Operational Noise Levels

Joe Baca Middle School Ruth Grimes Elementary

School

Noise Source

From Operation

Distance

from

Sensitive

Receptor

Noise at

Sensitive

Receptor

Distance

from

Sensitive

Receptor

Noise at

Sensitive

Receptor

Maximum

dBA

Permitted

Significant?

Parking Areas +/-150' 52 dBA LMax +/-350' 44 dBA LMax 65 dBA Leq No

HVAC & Ventilation

Systems

+/-150' 44 dBA Leq +/-350' 37 dBA Leq 65 dBA Leq No

Loading Dock &

Delivery Options

+/-700' 56 dBA Leq +/-850' 54 dBA Leq 65 dBA Leq No

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8.0 On-Site Noise Analysis

The project site consists of 404,837 square feet of industrial/warehouse/distribution development. The

City of Rialto Noise Element does not include limits for these land uses since they are not considered

“noise sensitive”. The noise compatibility matrix sets guidelines for these types of uses according to

the predicted noise exposure level. The major sources of noise to the project site are traffic noise

impacts. According to the noise level measurements taken at the project site, the noise environment

is “normally acceptable” with the development of a warehousing land use. Under these conditions,

the proposed building can be constructed without special noise insulation requirements.

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9.0 Operational Vibration Analysis

The proposed project will increase truck traffic within the project area. Per the Caltrans

Transportation Noise and Vibration Manual traffic, including heavy trucks, traveling on roadways

rarely generates vibration amplitudes high enough to cause structural or cosmetic damage. However,

a qualitative analysis was provided in this study to evaluate the likelihood of vibration impacts from

the proposed project.

The Caltrans Noise and Vibration Manual provides a collection of measure vibration data for truck

passbys. This data demonstrations that truck passbys can be characterized by a peak in vibration that

are considerably higher than those generated by automobiles for a few seconds. Vibration from these

trucks drop off dramatically with distance. As truck volumes increase, more peaks will occur but not

necessarily higher peaks. Vibration wavefronts emanating from several trucks closely together may

either cancel or partially cancel (destructive interference), or reinforce or partially reinforce

(constructive interference) each other, depending on their phases and frequencies. Since traffic

vibrations can be considered random, the probabilities of total destructive or constructive interference

are extremely small. Coupled with the fact that two trucks cannot occupy the same space, and the

rapid drop-off rates, it is understandable that two or more trucks normally do not contribute

significantly to each other's peaks.

In order to predict the maximum highway truck traffic vibrations from the proposed project, the curve

in Figure 5 was used which compiles the highest measured vibrations available from previous studies

to demonstrate possible vibration levels from truck traffic. Figure 5 provides the maximum highway

truck traffic vibrations vs. distance from the centerline of the nearest freeway lane. The graph indicates

that the highest traffic generated vibrations measured on freeway shoulders (5 m from center line of

nearest lane) have never exceeded 2.0 mm/s or (0.08 in/sec) with the worst combinations of heavy

trucks. This amplitude coincides with the maximum recommended “safe amplitude” for historical

buildings. The graph illustrates the rapid attenuation of vibration amplitudes, which dip below the

threshold of perception for most people at about 45 m (150 ft). Based on Figure 5, the maximum

worse-case vibration that would be experience at the homes along Cactus Avenue within 15m (50 feet)

of the centerline of the nearest travel lane would be 0.08 mm/s or (0.0032 in/sec).

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Figure 5. Maximum Truck Traffic Vibration Levels vs. Distance

Caltrans and FTA provide a range of perceptible annoyance levels and the predicted vibration level

falls well below the distinctly perceptible level of 0.08 PPV (in/sec). Further, this worse-case vibration

noise level is below the FTA damage criteria of 0.3 PPV (in/sec).

It is expected that actual vibration levels within the project area from truck traffic will be lower than

this worst-case level when soil type and pavement conditions are considered.

On this basis, the potential for the Project to result in exposure of persons to, or generation of, excessive

ground-borne vibration is determined to be less than significant.

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10.0 Short-Term Construction Noise & Vibration Impacts

Construction noise represents a temporary impact on the ambient noise levels. Construction noise is

primarily caused by diesel engines (trucks, dozers, backhoes), impacts (jackhammers, pile drivers, hoe

rams); and backup alarms. Construction equipment can be stationary or mobile. Stationary

equipment operates in one location for hours or days in a constant mode (generators, compressors) or

generates variable noise operation (pile drivers, jackhammers) producing constant noise for a period

of time. Mobile equipment moves around the site and is characterized by variations in power and

location, resulting in significant variations in noise levels over time. Grading activities and rock

blasting typically generate the greatest noise impacts during construction. This section assesses the

potential noise impacts to the existing sensitive uses during construction.

10.1 Noise Sensitive Uses and Construction Noise Standards

The City of Rialto has set exterior noise limits to control noise impacts associated with the construction

of the proposed project. Per Section 9.50.070, Disturbances from Construction Activity, the

appropriate construction hours are as follows:

October 1st through April 30th

Monday through Friday: 7:00am to 5:30pm

Saturday: 8:00am to 5:00pm

Sundays and State Holidays: No permissible hours

May 1st through September 30th

Monday through Friday: 6:00am to 7:00pm

Saturday: 8:00am to 5:00pm

Sundays and State Holidays: No permissible hours

The hours above shall apply to all persons that are engaged in any work of construction, erection,

alteration, repair, addition, movement, demolition or improvement to any building or structure.

10.2 Construction Noise Levels and Impacts Construction of the proposed project would include site preparation, building construction, and

paving. Construction activities, such as movement of equipment and workers, would also cause

increased noise along access routes to and from the site. Construction noise would be acoustically

dispersed throughout the project site and would not be concentrated in one area near adjacent

sensitive uses.

The U.S Environmental Protection Agency (U.S. EPA) has compiled data regarding the noise

generating characteristics of specific types of construction equipment. As shown in Table 10-1, noise

levels generated by heavy construction for various construction phases can range from 81-88 dBA,

when measured at 50 feet. However, these noise levels would diminish rapidly with distance from

the construction site at a rate approximately 6 dBA per doubling of distance. For example, a noise

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level of 68 dBA at 50 feet from the noise source to the receptor would be reduced to 62 dBA at 100 feet

from the source to the receptor, and would be further reduced by another 6 dBA to 56 dBA at 200 feet

from the source to the receptor.

Table 10-1. Construction Equipment Noise Levels

Construction Activity Noise Level at 50 Feet (dBA, Leq)1

Demolition

Ground Clearing

88

84

Grading/Excavation 88

Foundations 81

Erection 82

Finishing 88 1 Average noise levels correspond to a distance of 50 feet from the nosiest piece of equipment Associated with a given phase of construction and 200 feet from the rest of the equipment associated with that phase. Source: USEPA, Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances, Table 1-b Domestic Housing, 1971,

For the purposes of this analysis, an overall demolition/grading noise level of 88 dBA at 50 feet will

be used as the worst-case maximum exterior noise level. The nearest sensitive land use is the Joe Baca

Middle School along W. Valley Blvd. Using a drop-off rate of 6 dBA per doubling of distance, the

noise level at 150 feet is estimated to be 76 dBA Leq, at 200 feet 70 dBA Leq and at 400 feet 64 dBA Leq,.

This noise level impact is a worst-case scenario. To reduce the noise impacts to the adjacent noise

sensitive school location, several mitigation measures are presented below.

10.3 Mitigation Measures Construction noise is of short-term duration and will not present any long-term impacts on the project

site or the surrounding area. The recommended mitigation measures discussed below will be

employed as applicable and will serve to reduce the construction noise impacts to the nearby

residential areas.

MM N-1a During all Project site excavation and grading on-site, the construction contractors shall

equip all construction equipment, fixed or mobile, with properly operating and maintained mufflers,

consistent with the manufacturers’ standards. The construction contractors shall place all stationary

construction equipment so that emitted noise is directed away from the noise sensitive receptors

(residences) nearest the Project site. This measure shall be implemented to the satisfaction of the City

Public Works Director or his designee.

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MM N-1b The construction contractor shall locate equipment staging in areas that will create the

greatest distance between construction-related noise sources and noise sensitive receptors nearest

the Project site during all project construction. This measure shall be implemented to the satisfaction

of the City Public Works Director or his designee.

MM N-1c The construction contractor shall limit all construction activities to be performed within

the permitted hours for construction work pursuant to Section 9.50.070 of the City Municipal Code.

This measure shall be implemented to the satisfaction of the City Public Works Director or his

designee.

MM N-1d To the extent feasible, the construction contractor shall restrict all haul routes during

construction to avoid passing sensitive land uses or residential dwellings. The haul route(s) shall be

submitted to and approved by the City Public Works Director or his designee prior to the start of

grading.

10.4 Construction Vibration Impacts Construction activity can result in varying degrees of ground vibration, depending on the equipment

and methods used, distance to the affected structures and soil type. It is expected that ground-borne

vibration from project construction activities would cause only intermittent, localized intrusion. The

proposed Project’s construction activities most likely to cause vibration impacts are:

• Heavy Construction Equipment: Although all heavy mobile construction equipment has the

potential of causing at least some perceptible vibration while operating close to building, the vibration

is usually short-term and is not of sufficient magnitude to cause building damage. It is not expected

that heavy equipment such as large bulldozers would operate close enough to any residences to cause

a vibration impact.

• Trucks: Trucks hauling building materials to construction sites can be sources of vibration intrusion

if the haul routes pass through residential neighborhoods on streets with bumps or potholes.

Repairing the bumps and potholes generally eliminates the problem.

Ground-borne vibration levels resulting from construction activities occurring within the Project site

was estimated by data published by the FTA. Construction activities that would occur within the

Project site are expected to include grading and excavation, which would have the potential to

generate low levels of ground-borne vibration. Using the vibration source level of construction

equipment provided on Table 10-2 and the construction vibration assessment methodology published

by the FTA, it is possible to estimate the Project vibration impacts.

Table 10-2 presents the expected Project related vibration levels at 150 feet at the Joe Baca Middle

School property boundary.

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Table 10-2. Construction Equipment Vibration Levels

Noise Receiver Distance to

Property

Line

Large Bulldozer

Reference

Vibration Level

PPV (in/sec)

at 25ft

Peak Vibration

PPV (in/sec) at 50ft

Significant Impact

Joe Baca Middle

School along W.

Valley Blvd

Avenue

150 feet 0.089 0.015 No

Based on the reference vibration levels provided by the FTA, a large bulldozer represents the peak

source of vibration with a reference level of 0.089 (in/sec) at a distance of 25 feet. At 150 feet,

construction vibration levels are expected to approach 0.015 (in/sec). Using the construction vibration

assessment annoyance criteria provided by the FTA for infrequent events, as shown in Table 2-6, the

proposed project site will not include nor require equipment, facilities, or activities that would result

in a perceptible human response (annoyance). Further, impacts at the site of the closest sensitive

receptor are unlikely to be sustained during the entire construction period, but will occur rather only

during the times that heavy construction equipment is operating proximate to the Project site

perimeter. Moreover, construction at the Project site will be restricted to daytime hours consistent

with the County of San Bernardino General Plan requirements 83.01.090, thereby eliminating potential

vibration impact during the sensitive nighttime hours. On this basis, the potential for the proposed

project to result in exposure of persons to, or generation of, excessive ground-borne vibration is

determined to be less than significant.

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11.0 REFERENCES

California Department of Transportation’s (Caltrans). 2013. Transportation- and Construction-Vibration

Guidance Manual.

California Department of Transportation (Caltrans). 2013. Technical Noise Supplement (TeNS), A

Technical Supplement to the Traffic Noise Analysis Protocol.

http://www.dot.ca.gov/hq/env/noise/pub/TeNS_Sept_2013B.pdf

FHWA Construction Noise Handbook Section 9.0. Accessed at:

https://www.fhwa.dot.gov/environment/noise/construction_noise/handbook/handbook09.cfm

FHWA Construction Noise Handbook Section 8.0. Accessed at:


Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment.

https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/fta-noise-and-

vibration-impact-assessment

http://www.dot.ca.gov/hq/env/noise/pub/TeNS_Sept_2013B.pdf


https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/fta-noise-and-vibration-impact-assessment

https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/fta-noise-and-vibration-impact-assessment

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Appendix A Field Data Forms

Files provided electronically

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Appendix B TNM Model Runs

Files provided electronically

APPENDIX H - City of Rialto · Noise & Vibration Study Valley and Spruce Project City of Rialto...

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